CM>JC>I'm not sure I fully understand your point but will try to
CM>JC>clarify.   If I understand you correctly it sounds
CM>JC>like you are refereeing to some degree of what we call "Refusal
CM>JC>Speed"  That being the "Speed to which you can accelerate with all
CM>JC>engines operating, experience an engine failure and stop in the
CM>JC>remaining runway distance". 
CM>    Dunno about Philippe, but as for me, I'm confused - sounds
CM>like you said the same thing twice in a row. Gotta think about
CM>this one some more. I'm not sure I could have figured this out
CM>back when I had a complete mind. ;-)
Hi Charles,
Not too much to think about just simple definition.  As you know in our 
Fighter Operation this simply was not a factor due to most Fighters of 
our day being Single Engine.  I'll try to pull out some of this and 
further explain.
CM>JC>The definition of V1 is a "Speed to which you can
CM>JC>accelerate with both engines operating to critical engine failure
CM>JC>speed and experience an engine failure and either continue the
CM>JC>takeoff or stop in the remaining distance".  This speed varies
CM>JC>with the weight of the aircraft and assuming that you have a
CM>JC>balanced field length.
In Civil Jets and Air Carrier Operations this definition actually 
defines the shortest field that a Jet can operate out of.  (Balanced 
Field Length).  Should you have a R/W shorter than this then you will 
reach Refusal Speed first and this is not acceptable.  As the available 
R/W length increases then your chances of success increase.  Even though 
we used V-1 as the definition explains above but you could technically 
accelerate to a higher speed (Refusal Speed) and still stop the A/C on 
the remaining R/W.
Hope this explains it to your satisfaction.  How are things in 
Donaldson?  I used to go into there in the old days.....Jim.....
___
 X CMPQwk 1.4 #1684 X "Whatda ya mean your getting out"?
--- Maximus/2 3.01
---------------